Unmanned vehicle proximity warning system

ABSTRACT

A traffic control system is described that comprises a transceiver configured to receive a first signal comprising location data indicating a location of an unmanned vehicle (UV). The traffic control system further comprises a processor configured to determine a location of a second vehicle and determine a course of the second vehicle. The processor is further configured to cause, based on determining the location of the second vehicle and the course of the second vehicle, the transceiver to transmit a second signal to the UV directing the UV to avoid the course of the second vehicle.

This application is a continuation of U.S. patent application Ser. No.15/247,555, filed on Aug. 25, 2016, the entire content of which isincorporated by reference herein.

TECHNICAL FIELD

This disclosure relates to preventing collision with unmanned vehicles.

BACKGROUND

A vehicle may use an onboard weather radar system to detect adverseweather conditions, which may enable the vehicle crew to make changes tothe route as necessary to avoid potentially hazardous weather. Theonboard weather radar system may be mounted on the vehicle and may useradar scans to detect reflected radar signals from weather formationssuch as convective weather cells associated with turbulence, rain,lightning, hail, or other such weather conditions. Up-to-date weatherinformation may assist the vehicle crew in evaluating whether or how tomodify a route to avoid certain weather cells, as well as to promotefuel efficiency, time efficiency, and passenger comfort. The onboardweather radar system may control weather radar scanning and may processradar return signals to present a visual weather radar display.

A vehicle in flight may also receive weather data from, and transmitweather data to, other sources such as ground-based weather radarstations, which may help identify convective weather regions or otheremerging hazards for operations. Traffic control systems track positionsand velocity of vehicles and help control vehicle positions within thevicinity of hubs such as airports. Traffic control may be based on radarsurveillance, and may also be supplemented with cooperative radiosurveillance techniques, such as techniques using automatic dependentsurveillance-broadcast (ADS-B) systems.

SUMMARY

In one example, a traffic control system comprises a transceiverconfigured to receive a first signal comprising location data indicatinga location of an unmanned vehicle (UV). The traffic control systemfurther comprises a processor configured to determine a location of asecond vehicle and determine a course of the second vehicle. Theprocessor is further configured to cause, based on determining thelocation of the second vehicle and the course of the second vehicle, thetransceiver to transmit a second signal to the UV directing the UV toavoid the course of the second vehicle.

In another example, a system on a UV comprises a transceiver configuredto receive location data indicating a location of the UV and a course ofthe UV, transmit a first signal indicating the location data to a secondvehicle, and receive a second signal directing the UV to avoid a courseof the second vehicle. The system on the UV further comprises aprocessor configured to cause the UV to avoid the course of the secondvehicle based on receiving the second signal from the second vehicle.

Another example is directed to a method for controlling a UV comprisingreceiving a first signal comprising location data indicating a locationof the UV, determining a location of a second vehicle, and determining acourse of the second vehicle. The method further comprises transmitting,based on determining the location of the second vehicle and the courseof the second vehicle, a second signal to the UV directing the UV toavoid the course of the second vehicle.

The details of one or more examples are set forth in the accompanyingdrawings and the description below. Other features, objects, andadvantages will be apparent from the description and drawings, and fromthe claims.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 depicts an unmanned vehicle (UV), a second vehicle, a satellite,and a base station, in accordance with some examples of this disclosure.

FIG. 2 depicts a conceptual block diagram of a transceiver in a vehicle,in accordance with some examples of this disclosure.

FIG. 3 depicts a conceptual block diagram of two transceivers and aprocessor in a vehicle, in accordance with some examples of thisdisclosure.

FIG. 4 depicts a conceptual block diagram of two transceivers and aprocessor in a UV, in accordance with some examples of this disclosure.

FIG. 5 shows a flowchart for an example technique for directing a UV toavoid the course of a second vehicle, in accordance with some examplesof this disclosure.

DETAILED DESCRIPTION

Unmanned vehicles (UVs) operating in the vicinity of other vehicles suchas passenger aircraft or other unmanned UVs pose a threat of collision.The other vehicles may not be able to detect UVs because UVs typicallydo not carry traffic collision avoidance system (TCAS). UVs also may notshow up in most weather radar using standard operations in weather mode.This disclosure describes techniques for communicating the location ofUVs to other vehicles to prevent collisions.

A UV proximity warning system of this disclosure may use existingweather radar in vehicles to identify UVs flying within a certain range,such as five miles. The UVs may transmit signals in the weather radarfrequency band, where the signals include data about the location ofeach UV. A vehicle may transmit a second signal to a. UV directing theUV to avoid the course of the vehicle. The UV proximity warning systemmay employ existing hardware with software upgrades to implement thetechniques of this disclosure.

FIG. 1 depicts an UV 2, a second vehicle 4, a satellite 6, and a basestation 8, in accordance with some examples of this disclosure. FIG. 1depicts UV 2 as an aerial vehicle and vehicle 4 as an airplane, buteither UV 2 or vehicle 4 may be any mobile object or remote object thatcan transmit and receive signals. In some examples, UV 2 or vehicle 4may be an aircraft such as a helicopter or a weather balloon. UV 2 orvehicle 4 may also be a land vehicle such as an automobile or a watervehicle such as a ship or a submarine.

UV 2 may be configured to receive location data indicating a location ofUV 2. UV 2 may include a Global Positioning System (GPS) or any othersuitable means for determining location. UV 2 may include a transceiverconfigured to transmit and receive signals with vehicle 4, satellite 6,and base station 8, UV 2 may be a drone, a remote control vehicle, orany suitable vehicle without any pilot or crew on board.

UV 2 may include processor for performing operations on data. Theprocessor in UV 2 may receive and decode instructions from a remotepilot, controller, or home base. The pilot or controller of UV 2,whether human or machine, may be nearby or a large distance from UV 2.UV 2 may have a home location that may correspond to the launch point orstart point for UV 2. The home location of UV 2 may be a garage, ahangar, a harbor, or the location of the remote controller of UV 2. Theprocessor in UV 2 may control the flight pattern and direction based onsignal from the remote controller of UV 2. As described herein, aprocessor may include one or more processors.

Vehicle 4 may be a manned vehicle with a human pilot on board or an UVsimilar to UV 2. Vehicle 4 may include a transceiver configured totransmit and receive signals with vehicle 4, satellite 6, and basestation 8. Vehicle 4 may include a processor for performing operationson data. The processor in vehicle 4 may determine the location, thespeed, the velocity, and the course of vehicle 4 using, for example,satellite navigation. The processor in vehicle 4 may determine thecourse of vehicle 4 using the current trajectory of vehicle 4 along withthe flight plan and destination of vehicle 4.

Satellite 6 may be a machine in orbit around the Earth at an altitude ofmore than one hundred thousand feet. Satellite 6 may include atransceiver configured to transmit and receive signals with UV 2,vehicle 4, and base station 8. Satellite 6 may include a processor forperforming operations on data.

Base station 8 may include antennas 16A-16C for transmitting andreceiving signals with UV 2, vehicle 4, satellite 6, and other objects.Base station 8 may be a building on land or equipment on a seabornevessel or satellite. Base station 8 may receive data indicating trafficand weather conditions for UV 2, vehicle 4, and other vehicles. Basestation 8 may include a transceiver configured to transmit and receivesignals with UV 2, vehicle 4, and satellite 6. Base station 8 mayinclude a processor for performing operations on data. In some examples,base station 8 may compile and transmit traffic data and/or weather datato subscribing vehicles.

The transceiver in UV 2 may be configured to transmit first signal 10 tovehicle 4. First signal 10 may contain location data indicating thelocation of UV 2. The transceiver in vehicle 4 may receive first signal10 and deliver the location data to the processor in vehicle 4.

Vehicle 4 may transmit signals 12A, 12B to satellite 6 and base station8. Signals 12A, 12B may contain the location data of UV 2 that vehicle 4received in first signal 10. Satellite 6 and base station 8 may receivesignals 12A, 12B and the processor in satellite 6 and base station 8 maydecode and store the data in signals 12A, 12B.

In accordance with the techniques of this disclosure, transceiver invehicle 4 may transmit second signal 14 to UV 2 directing UV 2 to avoidthe course of vehicle 4. The transceiver in UV 2 may be configured toreceive and deliver second signal 14 to the processor in UV 2. Theprocessor in UV 2 may cause UV 2 to avoid the course of vehicle 4 basedon receiving second signal 14 from vehicle 4. Second signal 14 may bereferred to as a “buzz-off signal” because a system in vehicle 4 is ableto direct UV 2 to buzz-off, or avoid, the path of vehicle 4. In someexamples, satellite 6 and/or base station 8 may transmit second signals14B, 14C, which direct UV 2 to avoid the course of vehicle 4.

By sending the buzz-off signal, the system in vehicle 4 may prevent apotential collision between vehicle 4 and UV 2. A collision between UV 2and vehicle 4 could result in a total loss of the value of both UV 2 andvehicle 4, as well as injuries or fatalities for anyone on board vehicle4.

FIG. 2 depicts a conceptual block diagram of a transceiver in a vehicle4, in accordance with some examples of this disclosure. The transceiverin vehicle 4 may include radar antenna 22, multiplexer 24, transmitter26, and receiver 28.

Radar antenna 22 may transmit and receive signals at a specifiedfrequency or within a frequency band, such as a frequency band forweather radar. The weather radar frequency band may extend from eightgigahertz to twelve gigahertz or twelve thousand and five hundredmegahertz. In some examples, the frequency band of operation for radarantenna may be narrowed to between nine thousand and three hundredmegahertz and nine thousand and four hundred megahertz. Radar antenna 22may include a parabolic reflector antenna, a directional receiverantenna, a slotted waveguide antenna, phased array antenna, or any othersuitable antenna.

Multiplexer 24 may connect radar antenna 22 to transmitter 26 andreceiver 28. Multiplexer 24 may be a circuit or device that, based on aninput signal, selects one of transmitter 26 or receiver 28 to connect toradar antenna 22. Multiplexer 24 may allow transmitter 26 and receiver28 to share a single radar antenna 22.

Transmitter 26 may produce radio waves for output on radar antenna 22.Transmitter 26 may generate an alternating current with a frequency inthe weather radar frequency range and/or weather radar frequency band.Radar antenna 22 may transmit signals outward from vehicle 4 to detectweather conditions in the surrounding space. Particles in thesurrounding space may reflect the radar signals back to vehicle 4.

Receiver 28 may receive radio waves through radar antenna 22. Thereceived radio waves may include the reflected weather radar signalsgenerated by transmitter 26. The weather radar signals may indicate thereflectivity of areas within the space surrounding vehicle 4. Receiver28 may also receive, via radar antenna 22, signals from UV 2. Thesignals from UV 2 may include a signature for UV 2 and a specificembedded message (SEM) for UV 2. The SEM for UV 2 may include locationdata indicating a location of UV 2. The location data may include alatitude of UV 2, a longitude of UV 2, an altitude of UV 2, a speedand/or velocity of UV2, and details of telemetry network of UV 2. Thetelemetry network of UV 2 may indicate the home location of UV 2, aswell as other identifying information for UV 2. In some examples, thelocation data may include information relating to the course, route,speed, and heading of UV 2.

UV 2 may implement a system for transmitting location data to vehicle 4,making UV 2 a “friend” UV. If UV 2 has not implemented a system fortransmitting location data to vehicle 4, UV 2 may be referred to as a“rogue” UV. If UV 2 is a friend, UV 2 may transmit a SEM with locationdata to vehicle 4 after receiving weather radar signals transmitted byvehicle 4. If UV 2 is a rogue, vehicle 4 may determine the location ofUV 2 through the reflection of weather radar signals. Vehicle 4 maydetermine the location of a rogue UV by communicating with base station8, which may have received a report from another vehicle that determinedthe location of the rogue UV. A rogue UV may not detect or obey abuzz-off signal, so vehicle 4 may perform an evasive maneuver to avoidUV 2.

Communication management unit (CMU) 30 may be electrically coupled toreceiver 28, which may control communication with base station 8 anddisplay device 32. CMU 30 may receive the location data from receiver 28and process the location data. CMU 30 may include a processor forperforming data operations on the location data. CMU 30 may transmit thelocation to base station 8, which may be a Global Data Center® (GDC)offered by Honeywell, Inc. of Morris Plains, N.J. GDC transmits weatherdata and traffic data to subscribing vehicles such as vehicles 34A, 34B,some of which may not have onboard weather radar. GDC may use theinfrastructure of a connected weather radar concept for consolidationand sharing of data from multiple vehicles. To implement the techniquesof this disclosure, CMU 30 may include a software update to interpretthe signals received by radar antenna 22 from UV 2.

Display device 32 may be communicatively coupled to CMU 30 by a wiredconnection or a wireless connection. Display device 32 may include amonitor in the cockpit or passenger cabin of vehicle 4. Display device32 may include a handheld display device such as a laptop computer, atablet, or a mobile phone. The driver or pilot of vehicle 4 may view thelocation data on display device 32. A passenger or a user outside ofvehicle 4 may also view the location data on display device 32. Displaydevice 32 may present the relative location of UV 2 to a user, alongwith an indication of whether UV 2 is a friend or rogue.

In some examples, vehicle 4 may include a buzz-off button to allow thedriver, pilot, or another member of the crew of vehicle 4 to direct UV 2to avoid the course of vehicle 4. When pushed, the buzz-off button maycause transmitter 26 to transmit a signal to UV 2. UV 2 may include asystem for receiving the signal and causing UV 2 to avoid the course ofvehicle 4. The buzz-off button may be located on or near display device32 in vehicle 4, or the buzz-off button may be located outside ofvehicle 4.

FIG. 3 depicts a conceptual block diagram of two transceivers 44, 50 anda processor 40 in a vehicle 4, in accordance with some examples of thisdisclosure. Transceiver 50 may include radar antenna 22, transmitter 26,receiver 28, and radar control 52. In some examples, transceiver 50 andtransceiver 44 may include a single transceiver, two transceivers, ormore than two transceivers configured to transmit buzz-off signal 14A,receive UV location signal 10, and communicate with base station 8. Insome examples, transceiver 50 and/or transceiver 44 may be configured tocommunicate with other vehicles through a protocol such as automaticdependent surveillance-broadcast (ADS-B).

Radar control 52 may include a processor configured to generate anddeliver signals to transmitter 26. Radar control 52 may be configured togenerate buzz-off signal 14A with a frequency that a UV can receive andinterpret. Radar control 52 may be configured to generate weather radarsignals for determining the reflectivity of areas in the spacesurrounding vehicle 4. In some examples, radar control 52 and processor40 may include a single processor or set of processors configured togenerate buzz-off signal 14A, generate weather radar signals, andinteract with user interface 42, transceiver 44, memory 46, and displaydevice 32.

Receiver 28 may include weather mode, which may not detect UVs, andunmanned vehicle proximity warning system (UVPWS) mode, which may detectUV along with weather. Using the techniques of this disclosure, receiver28 may receive UV location signal 10 in weather mode.

Buzz-off signal 14A may direct UV 2 to avoid the course of vehicle 4.Buzz-off signal 14A may include data such as the latitude, longitude,altitude, and course of vehicle 4. Buzz-off signal 14A may include dataindicating the destination of vehicle 4 and any future maneuvers byvehicle 4, Buzz-off signal 14A may include instructions for UV 2 toavoid the course of vehicle 4. The instruction may include a specificcourse for UV 2. Buzz-off signal 14A may override the standardoperations of UV 2.

In response to receiving buzz-off signal 14A, UV 2 may perform anevasive maneuver to avoid the course of vehicle 4. In someimplementations, buzz-off signal 14A may include information, such aslocation and course information, for vehicle 4, and based on thatinformation, UV 2 may determine the nature of the evasive maneuver. Forexample, based on the location and course information supplied byvehicle 4 in buzz-off signal 14A, UV 2 may determine one or more ofwhether to slow down, speed up, increase or decrease altitude, or movein a latitudinal or longitudinal direction. In other implementations,vehicle 4 may determine the nature of the evasive maneuver for UV 2 andinclude information regarding the evasive maneuver in buzz-off signal14A. In such an implementation, the determination of whether UV 2 shouldslow down, speed up, increase or decrease altitude, or move in alatitudinal or longitudinal direction may be made by vehicle 4, andinstructions for carrying out the evasive maneuver determined by vehicle4 may be transmitted to UV 2 from vehicle 4 as part of the buzz-offsignal. In a similar manner, satellite 6 and/or base station 8 maydetermine the nature of an evasive maneuver for UV 2 and includeinformation regarding the evasive maneuver in buzz-off signal 14B or14C.

User interface 42 may generate an alert to a driver, pilot, or crew ofvehicle 4 based on a signal from processor 40. The alert may be audible,visual, and/or any other suitable alert to notify a user that a UV isnearby. User interface 42 may also include a buzz-off button, which isan input device for a user to communicate to a UV to avoid the course ofvehicle 4.

Transceiver 44 may communicate with base station 8 about the location ofUVs. Through transceiver 44, processor 40 may receive information aboutthe location of UVs detected by other vehicles. Transmitter 44 maytransmit location data received through UV location signal 10 to basestation 8.

Memory 46 may store data indicating geography, maps, flight plans, andcurrent and previous locations of UVs. Memory 46 may store data relatingto trajectory propagation for determining if vehicle 4 and a UV arelikely to collide. Memory 46 may also store data relating to protocolssuch as FLARM (flight-alarm), which is an electronic system to alertpilots of potential collisions, Digital Notice and Awareness System(D-NAS), which includes route planning and encrypted digital notices, orAltitude Angel.

FIG. 4 depicts a conceptual block diagram of two transceivers 60, 74 anda processor 70 in a UV 2, in accordance with some examples of thisdisclosure. Transceiver 60 may include radar control 62, transmitter 64,receiver 68, and radar antenna 66. In some examples, transceiver 60 andtransceiver 74 may include a single transmitter configured to transmitUV location signal 10, receive buzz-off signal 14A, and communicate withuser 82. In some examples, transceiver 60 and/or transceiver 74 may beconfigured to communicate with other vehicles through a protocol such asautomatic dependent surveillance-broadcast (ADS-B).

Radar control 62 may include a processor configured to generate anddeliver signals to transmitter 64. Receiver 68 may receive a weatherradar signal through radar antenna 66 from another vehicle. Afterreceiving the weather radar signal, radar control 62 may be configuredto generate UV location signal 10 that includes a SEM with a frequencythat a vehicle can receive on weather radar. Radar control 62 may beconfigured to receive buzz-off signals 14A-14C from vehicles,satellites, and/or base stations. In some examples, radar control 62 andprocessor 70 may include a single processor or set of processorsconfigured to generate UV location signal 10, receive buzz-off signals14A-14C, and interact with user interface 72, transceiver 74, memory 76,and steering control 78.

User interface 72 may generate an alert to user 82 through transceiver74 based on a signal from processor 70. The alert may be audible,visual, and/or any other suitable alert to notify user 82 that UV 2 hasreceived one of buzz-off signals 14A-14C, or that some other event hasoccurred. User interface 72 may also include a remote control at homelocation 80, through which user 82 may control UV 2. User 82 may includea human or a machine.

Transceiver 74 may communicate with user 82 about the location of UV 2and the receipt of buzz-off signals 14A-14C. Through transceiver 74,processor 70 may receive commands from user 82. Transmitter 74 maytransmit location data for UV 2 to user 82.

Memory 76 may store data indicating geography, maps, and current andprevious locations of UV 2. Memory 76 may store instructions fordecoding and executing commands from user 82. Memory 76 may also storedata relating to protocols such as FLARM (flight-alarm), Digital Noticeand Awareness System D-NAS), or Altitude Angel, which provides trafficmanagement for UVs.

Steering control 78 may control the propulsion of UV 2. Processor 70 mayexecute commands from user 82 by directing steering control to propel orrefrain from propelling UV 2 in a certain direction.

Home location 80 may be a point on the surface of the earth or in avehicle or satellite. In some examples, home location 80 may be locatedwhere UV 2 begins or ends a route. When radar antenna 66 receives one ofbuzz-off signals 14A-14C, processor 70 may direct steering control 78 topropel UV 2 to home location 80. In some examples, processor 70 maydirect steering control 78 to propel UV 2 in another direction ifpropelling UV 2 towards home location 80 would place UV 2 in the courseof another vehicle.

FIG. 5 shows a flowchart for an example technique 100 for preventingcollisions between vehicles and UVs, in accordance with some examples ofthis disclosure. Technique 100 is described with reference to the systemof FIG. 1, including UV 2 and vehicle 4, although other components, suchas UV 2 and vehicle 4 in FIG. 2, vehicle 4 in FIG. 3, and UV 2 in FIG.4, may perform similar techniques.

The technique of FIG. 5 includes receiving first signal 10 comprisinglocation data indicating a location of UV 2 (102). UV 2 may transmitfirst signal 10 with a frequency in the frequency band of the weatherradar on vehicle 4. Vehicle 4 may receive first signal 10 through aweather radar system and decode first signal 10 to determine thelocation of UV 2.

The technique of FIG. 5 further includes determining a location ofvehicle 4 (104) and determining a course of vehicle 4 (106). Vehicle 4may determine location and course from ADS-B reports or TCASsurveillance data received by vehicle 4. Vehicle 4 may use onboardequipment such as a compass or sensors to determine the location andcourse of vehicle 4.

The technique of FIG. 5 further includes transmitting, based ondetermining the location of vehicle 4 and the course of vehicle 4,second signal 14A to UV 2 directing UV 2 to avoid the course of vehicle4 (108). If vehicle 4 determines that there is a threat of collisionbetween UV 2 and vehicle 4, vehicle 4 may transmit a buzz-off signal,such as second signal 14A to UV 2. In some examples, satellite 6 or basestation 8 may transmit the buzz-off signal as signals 14B, 14C.

The following examples may illustrate one or more of the techniques ofthis disclosure.

Example 1

A traffic control system comprising a transceiver configured to receivea first signal comprising location data indicating a location of anunmanned vehicle (UV). The traffic control system further comprises aprocessor configured to determine a location of a second vehicle anddetermine a course of the second vehicle. The processor is furtherconfigured to cause, based on determining the location of the secondvehicle and the course of the second vehicle, the transceiver totransmit a second signal to the UV directing the UV to avoid the courseof the second vehicle.

Example 2

The traffic control system of example 1, wherein a frequency of thefirst signal is in a weather radar frequency band, and the transceiveris configured to transmit and receive weather radar signals.

Example 3

The traffic control system of example 1 or 2, wherein the weather radarfrequency band comprises frequencies between eight gigahertz and twelvegigahertz.

Example 4

The traffic control system of any one of examples 1 to 3, wherein thesecond vehicle comprises the system, and the processor is configured todetermine a speed of the second vehicle and cause the transceiver totransmit the second signal to the UV based on determining the speed ofthe second vehicle. The transceiver is further configured to transmitthe location data to a base station or a satellite.

Example 5

The traffic control system of any one of examples 1 to 4, wherein a basestation comprises the system, and the transceiver is further configuredto transmit the location data to a third vehicle.

Example 6

The traffic control system of any one of examples 1 to 5, furthercomprising a display device, wherein the processor is further configuredto cause the display device to present an indication of the location ofthe UV.

Example 7

The traffic control system of any one of examples 1 to 6, furthercomprising a user interface, wherein the processor is further configuredto cause the user interface to generate an alert based on the locationof the UV and the course of the second vehicle.

Example 8

The traffic control system of any one of examples 1 to 7, wherein theprocessor is configured to cause the transceiver to transmit the secondsignal directing the UV to return to a home location of the UV.

Example 9

The traffic control system of any one of examples 1 to 8, wherein thelocation data comprises a latitude of the UV, a longitude of the UV, analtitude of the UV, a speed of the UV, and a telemetry network of theUV.

Example 10

The traffic control system of any one of examples 1 to 9, wherein thelocation data further comprises a course of the UV.

Example 11

The traffic control system of any one of examples 1 to 10, wherein thetransceiver is configured to transmit weather radar signals and receivereflected weather radar signals indicating a reflectivity of an area ina space surrounding the second vehicle.

Example 12

A system on a UV comprising a transceiver configured to receive locationdata indicating a location of the UV and a course of the UV, transmit afirst signal indicating the location data to a second vehicle, andreceive a second signal directing the UV to avoid a course of the secondvehicle. The system on the UV further comprises a processor configuredto cause the UV to avoid the course of the second vehicle based onreceiving the second signal from the second vehicle.

Example 13

The system on the UV of example 12, wherein a frequency of the firstsignal is in a weather radar frequency band.

Example 14

The system on the UV of example 12 or 13, wherein the transceiver isconfigured to receive the second signal from the second vehicle, asatellite, or a base station.

Example 15

The system on the UV of any one of examples 12 to 14, wherein thelocation data comprises a latitude of the UV, a longitude of the UV, analtitude of the UV, a speed of the UV, and a telemetry network of theUV.

Example 16

The system on the UV of example 15, wherein the telemetry network of theUV indicates a home location of the UV.

Example 17

The system on the UV of any one of examples 12 to 16, wherein afrequency of the first signal is in a weather radar frequency bandcomprising frequencies between eight gigahertz and twelve gigahertz.

Example 18

A method for controlling a UV comprising receiving a first signalcomprising location data indicating a location of the UV, determining alocation of a second vehicle, and determining a course of the secondvehicle. The method further comprises transmitting, based on determiningthe location of the second vehicle and the course of the second vehicle,a second signal to the UV directing the UV to avoid the course of thesecond vehicle.

Example 19

The method of example 18, wherein a frequency of the first signal is ina weather radar frequency band, the method further comprisingtransmitting weather radar signals and receiving weather radar signals.

Example 20

A method of example 18 or 19, wherein transmitting the second signal tothe UV directing the UV to avoid the course of the second vehiclecomprises transmitting the second signal directing the UV to return to ahome location of the UV.

Example 21

A method of any one of examples 18-20, wherein the location datacomprises a latitude of the UV, a longitude of the UV, an altitude ofthe UV, and a telemetry network of the UV.

Vehicle 4 and/or its components or features, including CMU 30, displaydevice 32, processor 40, user interface 42, radar control 52, and/orother components or features thereof, may include one or moreprocessors. A processor may comprise any suitable arrangement ofhardware, software, firmware, or any combination thereof, to perform thetechniques attributed to vehicle 4 and/or any of its components orfeatures described herein. In some examples, “a processor” may includeone or more processors. For example, the processor may include any oneor more of microprocessors, digital signal processors (DSPs),application specific integrated circuits (ASICs), field programmablegate arrays (FPGAs), or any other equivalent integrated or discretelogic circuitry, as well as any combinations of such components. Vehicle4 and/or its components or features (e.g., CMU 30) may also include amemory which can include any volatile or non-volatile media, such as aRAM, ROM, non-volatile RAM (NVRAM), electrically erasable programmableROM (EEPROM), flash memory, and the like. The memory may store computerreadable instructions that, when executed by the processor of vehicle 4and/or its components or features cause the processors to implementfunctions and techniques attributed herein to vehicle 4 and/or itscomponents or features.

Elements of vehicle 4 and/or its components or features as disclosedabove may be implemented in any of a variety of additional types ofsolid state circuit elements, such as central processing units (CPUs),application-specific integrated circuits (ASICs), a magnetic nonvolatilerandom-access memory (RAM) or other types of memory, a mixed-signalintegrated circuit, a field programmable gate array (FPGA), amicrocontroller, a programmable logic controller (PLC), a system on achip (SoC), a subsection of any of the above, an interconnected ordistributed combination of any of the above, or any other type ofcomponent or one or more components capable of being configured inaccordance with any of the examples disclosed herein. Elements ofvehicle 4 and/or its components or features may be programmed withvarious forms of software. Elements of vehicle 4 and/or its componentsor features as in any of the examples herein may be implemented as adevice, a system, an apparatus, and may embody or implement a method ofcombining air traffic surveillance data, including for implementingexample technique 100 as described with reference to FIG. 5.

A “vehicle” or an “aircraft” as described and claimed herein may be orinclude any fixed-wing or rotary-wing aircraft, airship (e.g., dirigibleor blimp buoyed by helium or other lighter-than-air gas), suborbitalspaceplane or reusable launch vehicle stage, spacecraft, or other typeof flying device, and may be crewed or uncrewed (e.g., unmanned aerialvehicle (UAV) or flying robot). While some description uses the exampleof ADS-B radio surveillance data, other examples may use extensions ormodifications to ADS-B, or other forms of ADS-B-like radio surveillance,or ADS-C or any kind of radio surveillance data, in any manner describedin terms of the example of ADS-B data in the description herein.

Any of the systems of the examples of FIGS. 1-4 as described above, orany component thereof, may be implemented as a device, a system, anapparatus, and may embody or implement a method of implementing a methodfor determining modified protection volumes, including for implementingexample technique 100 as described with reference to FIG. 5. Variousillustrative aspects of the disclosure are described above. These andother aspects are within the scope of the following claims.

What is claimed is:
 1. A system on an unmanned vehicle (UV) comprising:a transceiver configured to: receive location data indicating a locationof the UV and a course of the UV; transmit a first signal indicating thelocation data to a second vehicle; and receive a second signal directingthe UV to avoid a course of the second vehicle; and a processingcircuitry configured to cause the UV to avoid the course of the secondvehicle based on receiving the second signal from the second vehicle. 2.The system of claim 1, wherein the transceiver is configured to receivethe second signal from the second vehicle, a satellite, or a basestation.
 3. The system of claim 1, wherein the location data comprises alatitude of the UV, a longitude of the UV, an altitude of the UV, aspeed of the UV, and a telemetry network of the UV.
 4. The system ofclaim 3, wherein the telemetry network of the UV indicates a homelocation of the UV.
 5. The system of claim 1, wherein a frequency of thefirst signal is in a weather radar frequency band.
 6. The system ofclaim 5, wherein the weather radar frequency band comprises frequenciesbetween eight gigahertz and twelve gigahertz.
 7. The system of claim 5,wherein the weather radar frequency band comprises frequencies between9.3 gigahertz and 9.4 gigahertz.
 8. The system of claim 1, wherein theprocessing circuitry is configured to cause the UV to avoid the courseof the second vehicle at least in part by causing the UV to return to ahome location of the UV.
 9. The system of claim 1, wherein theprocessing circuitry is configured to: receive commands from a user viathe transceiver; and cause the transceiver to communicate to a user thatthe transceiver has received the second signal.
 10. A method comprising:receiving, by a processing circuitry from a transceiver onboard a U V,location data indicating a location of the UV and a course of the UV;causing, by the processing circuitry, the transceiver to transmit afirst signal indicating the location data to a second vehicle; andreceiving, by the transceiver, a second signal directing the UV to avoida course of the second vehicle; and causing, by the processingcircuitry, the UV to avoid the course of the second vehicle based onreceiving the second signal from the second vehicle.
 11. The method ofclaim 10, wherein receiving the second signal comprises receiving thesecond signal from the second vehicle; a satellite, or a base station.12. The method of claim 10, wherein the location data comprises alatitude of the UV, a longitude of the UV, an altitude of the UV, aspeed of the UV, and a telemetry network of the UV.
 13. The method ofclaim 10, wherein a frequency of the first signal is in a weather radarfrequency band comprising frequencies between eight gigahertz and twelvegigahertz.
 14. The method of claim 13, wherein the weather radarfrequency band comprises frequencies between 9.3 gigahertz and 9.4gigahertz.
 15. The method of claim 10, wherein causing the UV to avoidthe course of the second vehicle comprises causing the UV to return to ahome location of the UV.
 16. The method of claim 10, further comprising:receiving commands from a user via the transceiver; and causing thetransceiver to communicate to a user that the transceiver has receivedthe second signal.
 17. A device comprising a computer-readable mediumhaving executable instructions stored thereon, configured to beexecutable by processing circuitry for causing the processing circuitryto: receive, from a transceiver onboard a UV, location data indicating alocation of the UV and a course of the UV; cause the transceiver totransmit a first signal indicating the location data to a secondvehicle; and receive, from the transceiver, a second signal directingthe UV to avoid a course of the second vehicle; and cause the UV toavoid the course of the second vehicle based on receiving the secondsignal from the second vehicle.
 18. The device of claim 17, wherein afrequency of the first signal is in a weather radar frequency bandcomprising frequencies between eight gigahertz and twelve gigahertz. 19.The device of claim 17, wherein the instructions to cause the UV toavoid the course of the second vehicle comprise instructions to causethe UV to return to a home location of the UV.
 20. The device of claim17, wherein the instructions are further configured to cause theprocessing circuitry to: receive commands from a user via thetransceiver; and cause the transceiver to communicate to a user that thetransceiver has received the second signal.